innovation products catalog knowledge of vanguard

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1 innovation products catalog knowledge of vanguard

2 Aerotraviesa Aplica Calpe Da Vinci Detector de Caída de Objetos Detector de Viento Lateral Ferrolinera Flexrail ICECOF SAEC SIRTE SYCE Subestación reversible

3 aerotraviesa Patented in Spain (P ) New design of sleeper for High Speed lines General Characteristics It reduces the flat surface of the top face of the sleeper. Improvement of the aerodynamic benefits. ADVANTAGES OVER THE LATEST SLEEPER It reduces by 21 % the aerodynamic load in the bed of ballast immediate superior space. Its use enables an increase of 12 % of the train operation speed. The aerodynamic load caused at 330 km/h by the current sleeper would be equivalent to the one generated by the Aerotraviesa at 370 km/h. Its design allows increasing the distance between the high point of the ballast and the superior face of the sleeper. Its implementation neither carries major manufacturing costs nor manipulation ones. As result of the project Aurigidas: study of the train - track aerodynamic behavior at speeds over 300 km/h. The phenomenon of ballast raise, a new type of sleeper has been designed. The Aerotraviesa sleeper, due to its geometric shape, modifies the ballast speed range in the zone in between sleepers and it minimizes the presence of particles of ballast over them.

4 aerotraviesa This new development allows increasing the operation speed of the High Speed lines and to decrease the number of impacts of the particles of ballast under the train or over the infrastructure elements. Patented in Spain (P ) DYNAMIC FLUID ANALYSIS (CFD) Decrease of the aerodynamic load over the superior face of the sleeper. Decrease of the aerodynamic load over the bed of ballast. ZONE OF VALIDATION OF THE AEROTRAVIESA SLEEPER The functionality of the Aerotraviesa sleeper was checked in a section of High Speed Madrid-Barcelona line, precisely in the PK , where Brihuega s High Speed Tests Center is located. AEROTRAVIESA CURRENT SLEEPER

5 APLiCA Software for the analysis of the planning systems and exploitation of the railway infrastructure APLiCA Software and trademark Train operation simulation dynamic-cinematic Characteristic ramps This is the only tool in the market that allows obtaining the characteristic ramps from a route and which is customizable for any line width too. Special interest in goods traffic routes, as the system allows obtaining the tables of maximum loads for each line and material thanks to its calculations. Aplica system, which is based on the Spanish and European normative, consists of 4 independent sections. It makes physical and mathematic calculations so as to help to make decisions for designing, developing, and checking different parameters in the railway operation. Tool for both calculating minimum and commercial train operations, and for estimating the train consumed and returned energy. This system allows checking margin of time in commercial operations and calculating operations with energy efficiency criterion. Data matched with operational applications in ADIF and with sampling. (*). (*) Velocity Acceleration Traction power Resistant power to movement Energy and power required of the train Returned energy and power to the railway from regenerative braking Railway limitations (tunnels, neutral areas )

6 APLiCA APLiCA Software and trademark Braking distance Emergency and service braking distance for stopping completely according to track decline. Distances within limited speed/velocity signals according to track decline. Banking and maximum speed Velocity based on banking and vice versa. it allows applying the condition of total balance Train operation simulation Itinerary times, speeds, regenerated and consumed energy and other magnitudes associated to the train traffic at minimum railway running are calculated. The criterion applied to this system is UIC running calculated with energy efficiency criteria. Braking distances According to circulation/traffic technique standards. Renfe NTC from 1995; and NTC 021 from Characteristic ramps The characteristic ramps in an specific line route are determined according to general calculation method described in the standard: NT-GGC-6 dating 01/05/2001. All the simulation and calculation algorithms are programmed in VBA code in excel application, building the user interface by means of this application. Working with APLICA is really easy because it has the usual tools for modifying data. There is total compatibility with Office applications because the results are generated in excel format. Banking and maximum speed Both maximum curve speed and minimum banking, which allows specific speed, are calculated, considering the line data and the restrictions that must be fulfilled.

7 CaLpe Calculation Software for Droppers and Cantilevers for Overhead Contact Line DROPPERS Calculation of droppers for any type of Overhead Contact Line. Configurable for any type of cables and auxiliary elements. Calculation for any type of distribution: - Equipotential dropper distribution. - Couple dropper distribution. - Equidistant dropper distribution. - Arbitrary dropper distribution. Calculation for any design type: - Dropper layer with presage. - Dropper layer with stitch wire. - Dropper layer with determined performance at steady arm. - For one or two contact wires. As a consequence of a long earned experience acquired by ADIF in the design of OCL/OCS, arises an specific calculation software for droppers and cantilevers used in Overhead Contact Lines. This tool, based on initial data and together with a data base containing specific material characteristics, performs the calculations of droppers and cantilevers providing the assembly drawings. Dropper calculus for span lengths: - Catenary points (Junctions). - Overlaps (overlaps and elevation spans).

8 CaLpe It allows to show results, graphically and in a report, with all the associated data. The calculus can be done for individual span lengths or for a complete sectioning gap, getting a better accuracy in the calculation of the dropper length taking the track axis as reference (straight and curve). CANTILEVERS It allows creating a data base with the characteristics of the materials to be used (aluminium, steel, others). It allows different arrangements of elements and insulators. It allows performing calculations according to different situations of track disposal, both in a horizontal plan (straight, curve, overlaps...) and in vertical plan (different contact wire heights, different heights between catenary wire and contact wire...) As a result we can obtain: - The geometric configuration for the cantilever assembly. - The assembly dimensions for each of the elements of the cantilever. - Results of horizontal and vertical efforts to which it is submitted. - Calculus of the foundations needed to support these efforts, both for quadratic and cylindrical solutions.

9 davinci Integrated Rail System DaVinci SUBSYSTEMS Data management (infrastructure, rolling stock ) Planning (space-time, train paths, routes ) Traffic management (monitoring, incidents ) Automation (enrouting) Integration platform Control (CTC, remote power control, detectors, DICOM) With DaVinci Integrated Rail System, operators can concentrate their efforts on the work of re-planning, guaranteeing the flow of trains. The repeated operations such as the remote control signal, are performed automatically. Integration with non-operating systems: H24, MS, operators (eg ADIF) Da Vinci is a technological platform, innovative and flexible, for integrating and automating all processes and systems comprising the reality of current rail operation. 1. Monitors and provides rail traffic deviations. 2. Automates the implementation of traffic control operations 3. Generates plans of operation with efficiency and effectiveness criteria 4. It is able to be integrated with other modules and operating systems 5. Carries out a continuous control over the different areas of operation. (circulation, planning, incident management...)

10 davinci It has 3 networks of management: 1 Real-time, near-real and corporate Real Time: Vision oriented to exploitation. 23 Main railway market suppliers have incorporated Integrated Rail System DaVinci through a universal information model based on XML that does not depend on the underlying technology. Quasi Real: Planning operation plans (timetables, rolling stock characteristics, routing, passenger information system, box top speeds, etc). Corporate: Dissemination of information (EMC). Integrated Rail System DaVinci has been implemented in: NATIONAL INTERNATIONAL All high speed lines in Spain, as well Underground of Medellín, Colombia as meter track network of ADIF. Railway network of Morocco Lithuania London Underground

11 DCo Mechanism for the detection of falling objects in the tracks Patented in Spain ( ) ( ) SIL4 Certification of the sensory element that detects a falling object reporting to interlocks to execute safety actions. SIL2 Certification of ethernet communications with interlocks. Its mission is the retention and detection of objects subject to falling to the track platform from level crossings and tunnel entrances in a secure way. It allows notifying these incidents to the control positions and the electronic interlocks simultaneously. General characteristics MLow maintenance. It does not count with electronic systems in the track and it does not need power supply either. High reliability and availability of the system. Immune to electromagnetic fields in the railway operation. Self-diagnosis, it automatically detects the deterioration of the sensory element. Low energy consumption. Double fiber optic, bidirectional lighting with indicative codification of direction and crossing.

12 DCo Patented in Spain ( ) ( ) HIGH SPEED RAILWAY WITH DCO INSTALLED ADIF Madrid - Lleida Barcelona - Figueras Madrid - Levante (Valencia and Alicante) Medina del Campo - Olmedo Orense - Santiago OTHER COUNTRIES Figueras - Perpiñán La Meca - Medina (under construction) OTHER CHARACTERISTICS Communication with detectors remote-controlled, Ethernet owner protocol and 1EC Adif profile. Communication with interlocks: Dual ethernet SIL2 EN Electromagnetic compatibility :2007, EN , EN

13 dvl Crosswind Safety with control algorithm to set temporary speed limits The system crosswind Safety allows predicting speed and wind direction in railway Patented in Spain ( ) Two main functions: Increasing importance of crosswind effects in the traffic of the high-speed trains. The phenomenon gains more relevance in high speed routes with embankments or viaducts, and also at the exits of the cuttings. The use of traction technologies distributed in trains involves higher sensitivity to the effects produced by the crosswind. traffic. With adverse weather conditions, it determinates the speed ranks of trains that guarantee your safety. The system is made of a group of meteorological stations to measure the speed and the direction of the wind, the temperature, the atmospheric pressure and MEASURING speed and wind direction to predict its behavior. the relative humidity. The system is also composed GENERATING alarms when safety limit thresholds are exceeded, of a control algorithm that and communicating the speed temporary limitations for a safe processes the information train circulation. and establishes the corresponding speed temporary limitations.

14 dvl Measuring equipment of Croswind safety Units Measures Range Errors Anemometer 3 Wind speed from 0 to 100 m/s ± 0,3 m/s Wind direction 360º ± 3 º Barometer 1 Air pressure from 500 to hpa ± 0,3 hpa Thermohigrograph 1 Temperature from -50 to +50 ºC ± 0,3 ºC Patented in Spain ( ) Relative humidity from 0 to 100 % H.r. ± 2 % TEMPORARY RESTRICTIONS SPEED (LTV) currently scheduled 230 km/h 160 km/h 80 km/h The weather station is composed of three anemometers, one barometer and one thermohigrograph. The variable measures are processed by a machine where the control algorithm has been programmed. The alarm is explained as a speed temporary limitation (LTV). The system would continue working correctly, even if the anemometer failed.

15 ferrolinera Advanced system for charging electric vehicles from the railway network Patented in Spain (P ) PCT/ES2012/ FERROLINERA system take energy (E ) Catenary Electric train The train sends energy to catenary The Ferrolinera is a system that uses the AC/DC railway networks supplying the points for charging electric vehicles. It promotes the sustainability recovering the energy from the electric braking or trains Power electric converter Recharge point Note: The system allows settling in electric supplies from other renewable energies as wind or photovoltaic energy. Electric vehicle Awards

16 ferrolinera Patented in Spain (P ) PCT/ES2012/ kv DC Catenary equipment Power electric converter Installed Power 100 kva Input Voltage V dc Adaptable Conventional Network of Adif Output Voltage 750 V dc 25 kv AC Catenary equipment Power Transformer Installed Power 50 kva Input Voltage V ac Output Voltage 230 / 400 V ac Three-Phase Recharge Point Input Voltage 750 V dc 230 / 400 V a Output Voltage Connector Mennekes 230/400 V ac Chademo 500 V dc Slow Recharge 230V ac single phase, 16A 6-8 h. ( 80% ) Power: 3 kw Fast Recharge 400V ac, 60A min. ( 80% ) Power: kw Possibility of slow and fast recharges of electric vehicles. Low maintenance systems. Ergonomics and functionality for the user. Capacity of simultaneous recharges for several vehicles. Capillary extension of the electrical railway network, diversifying his usefulness. Integration in the areas of parking of the stations and in others nearby to the electrical railway network. Functioning diagram Catenary AC/DC Adaptation Equipment Recharge Point

17 flexrail Procedure and longitudinal stress measuring equipment in railways Patented in Spain PNAC PROCEDURE It consists of applying a vertical force of varying magnitude in the middle of a rail span, once released from its fixings and supported by two intermediate rollers, in order to measure the displacement it suffers. It graphically depicts the binomial effort-displacement and the gradient of the straight line drawn, applied to a linear mathematical expression to calculate the longitudinal stress of the rail in equivalent Celsius degrees. This mathematical expression depends on the rail type and the distance from the point of application of the vertical force on the intermediate supports and the rail span extremes. It also facilitates the calculation of the free force temperature of the rail resulting in the addition of the longitudinal stress, in Celsius degrees, previously calculated, and the temperature obtained from an approved lane meter. The free force temperature is compared to the neutralization temperature, corrected arithmetic average of maximum and minimum zonal temperatures. The procedure is applied with low rail temperatures, when they are below the free effort temperature. The system provides information on the longitudinal stress of the rail without sectioning it. It has been designed for quality control of the rail neutralization works when the assembly is taking place, as well as for carrying out checkups in case there is geometric deformation of the route or after operations that may have altered the stress distribution.

18 flexrail STRESS UNDERGONE BY RAIL Residual manufacturing stress. Focused mainly on the head of rail, because it has more mass and therefore takes longer to cool. Residual welding stress. The high temperature of the weld generates voltages when the rail is cooled. Patented in Spain PNAC Railway traffic induced stress. Climate-induced stress caused by thermal changes. Advantages: Simplifies measurement process of longitudinal stress of the rail. Reduces considerably the price of the mentioned process, not having to make a cut in the rail, as is traditionally being carried out. Minimizes the appearance of kinks and rail breakage. Reduces the number of welding interventions in the rail. Increases the life cycle of the rail. EQUIPMENT Certificate of loading and digital display (in kg-force). Digital gauge - vertical displacement (arrow in mm). Hydraulic equipment: manual pump and cylinder. Plates and support rollers for free movement of the rail.

19 IcECOF Information Management system for assisting the coordination of railway operation ICECOF is a monitoring and control system of the punctuality commitments compliance of the railway operation. INCIDENT MANAGEMENT It allows to differentiate the incidence and its recovery from the global process that will determine the causes, solutions implemented, complaints, etc.. Within an incident classification divided into types, subtypes, alarm codes... It recognizes the precise location on the rail network based on control Post, Banda Regulation, Regulation Point and PK. ICECOF records all the actions and resources used in the course of recovery of the affected services and the impact on their circulation and on the measures taken to mitigate them. ICECOF manages the full workflow of all incidents, the system registers and analyses causes, solutions, impact and responsibilities. It includes all the related documentation regarding an incident. Has been developed with web technology for use from any location. Record and supplies all the information that may endanger the implementing plan of commercial exploitation, stoke control posts and quality indicators of rail transport service. Adaptable management of road transport and airport. Integration with control systems.

20 IcECOF MANAGEMENT OF TEMPORARY SPEED RESTRICTIONS WORK REQUEST MANAGEMENT Direct registration through interfaces with other systems. Time and space location on the screen or on the map of network inventory. Comparison of given work time (TOC). Publication of temporary speed restrictions (LTV) to enable the impact on the trains circulation. Depending on the characteristics (time, affected systems, emergency, etc..), the System manages requests for maintenance of different contractors, it has ability to manage the documentation associated with this work and the corresponding authorizations. From its location, each company can manage the request. Automatic alert system to ease communication with maintenance companies and prevent certain works which by nature could not be made in a certain period. IMPLANTATION OF ICECOF México Suburban Rails Morocco ONCF Spain Adif Haramain (in project)

21 saec System of auscultation and continuous assessment of the railway platform with geo-radar SAEC can be used as a: System to identify and delimit problematic points that represent: - Humidity accumulation - Anomalous thickness of ballast. - Ballast pollution - Existence of gaps under track or settling points. Tool for reception of platform in the construction of new railway lines or after a renovation of existing infrastructure. SAEC is a system of predictive maintenance that allows to: Know the condition of the ballast layer and the railway platform. Evaluate the behavior and the platform evolution due to network operation and the maintenance works. SAEC will allow a more efficient planning maintenance operation, saving costs and time of execution. Humidity degree estimation of layers Ballast pollution detection

22 saec High efficiency system able to register data up to a velocity of 100 km/h. The automatic process of platform auscultation with a non invasive technique allows the operation cost reduction. EC system is composed of: Sensors on an auscultation vehicle or maintenance machine are: geo-radar 3D, optical and infrared camera and positional system based in odometer and GPS. Smart-collector: system to synchronize the auscultation sensors, treatment and auscultation data collection. Visualization and analysis data system: after data processing, the auscultation data are loaded in an own data base and it might be visualized on web. Management system

23 SirtE CAD application that enables the design and lay out of electrified routes, portals and air switch SIRTE Software + technical specifications (manual) M /2013 As a complement of SIRTE application, the module SIA, which allows the simulation of interaction between the pantograph and the catenary along an specified route or in a change of a designed needle, is available. Computer Application aided design (CAD), which allows: - Graphic representation of any kind of Railway route. - Modeling the OCL for tracks designed layout. - Calculating and validating the necessary structures to support contact airline modeled in the route. General characteristics: SIRTE has a database with all elements involved in road infrastructure, the contact line and the power supply. SIRTE generates a complete report of the structure designed and calculated with the selected and validated structural parts. The user can indicate weather conditions, data on the thrust of the pantograph, wearing out of Wires of structures that hold the catenary and swinging or movements produced by the train.

24 SirtE Simulation of electrical calculation in direct current installations SYCE is an application that allows the sizing, simulation and electrical study of railway installations powered by direct current. SIRTE Software + technical specifications (manual) M /2013 SYCE shows the state of the electrical circuit, voltage drops, power supplied energy consumed by trains, the temperature of conductors, etc. SYCE is a visual tool that allows operating with existing infrastructure or creating new infrastructure quickly and efficiently. Displays the infrastructure items schematically and georeferenced, as well as the equivalent circuit. Obtains fully descriptive results, using graphs and tables, and elaborates reports automatically. SYCE allows simulations of: C.C. rated voltage of 600 V. C.C. rated voltage of 750 V. C.C. rated voltage of V. C.C. rated voltage of V.

25 ReverSe INVERFER Project TECHNICAL CHARACTERISTICS OF PROTOTYPE input Rated voltage dc: 3300 vcc output Rated voltage AC: 1,300 VAC input Rated power: 645 kw Input Maximum Power: 2,000 kw input operating current DC: 571 A input operating current AC: 444 A Operating Frequency: 50 Hz Maximum rate of AC harmonics (THD): <5% Cooling Type: Air (forced ventilation) The Instalation of an energy recovery equipment in a substation of Direct Current, also has the following advantages: 1. Power is set keeping in mind the expected energy savings. 2. The energy returned to the network, is regulated by the RD in its twelfth additional order. 3. The most important and the biggest cost of the substation facilities are unchanged, (transformer and rectifier). 4. The operation of the system insulates the recover equipment without interrupting the operation of the substation. 5. The current reinjected is high quality, meeting all the requirements of the Regulations in force and in accordance with the Distributor. ADIF has developed the first reversible substation in its conventional network of 3000 V dc, with the installation of an Energy Recovery Equipment in Substation La Comba, Málaga Fuengirola suburban Line. The energy produced by the regenerative braking of a train, if not used by other nearby trains, is returned and re-injected into the supply network, leading to a saving for the Malaga-Fuengirola line has been estimated at 12% of total consumption, approx 1,000 MWh per year.

26 ReverSe OBJECTIVES Take advantage of the power generated in the braking of trains. Reduce the traction power consumption. Follow environmental and energy saving policies established in the European Union. La Comba Project Connection The Recovery equipment is composed basically of a DC / AC converter with IGBT s technology, and a set of condensors, inductors and protection elements. the catenary Is connected to 3.000Vcc in parallel with one of the rectifiers sets of the substation (Group # 2) and In the AC side to the secondaries of converter. Logic Operation Distribution network AC way network DC The system continuously monitors the AC voltage of the power distribution and DC voltage of the catenary, and when it detects that it is greater than the instantaneous rated voltage plus a safety threshold, begins to inject active power to the distribution network, through the traction tansformer. When the DC voltage in the catenary, is less than the instantaneous rated voltage above the safety threshold, the converter stops working, stopping the active current injection.